Thermostatic control of automobile engine fuel



March 23, 1937.

G. M. HOLLEY ET AL 'THERMOSTATIC CONTROL OF AUTOMOBILE ENGINE FUEL Original Filed June 9, 195.2 5 Sheets-Sheet l INVENTOR. Game: f7. #01; if QJT IFfGY/rfif/ ATTORNEY.

G. M. HOLLEY ET AL THERMOSTATIC CONTROL OF AUTOMOBILE ENGINE FUEL March 23, 1937;

Original Filed June 9, 1952 5 Sheets-Sheet 2 INVENTOR. Gama; /7. #0 5 K C. .S'. fffa'z/wraa.

ATTORNEY March 23, 1937. e. M. HOLLEY ET AL THERMOSTATIC CONTROL OF AUTOMOBILE ENGINE FUEL Original Filed June 9, 1932 3 Sheets-Sheet 3 INVENTOR.

' ATTORNEY.

Patented Mar. 23, 1937 v n 4 2,074,411 PATENT OFFICE I 2.074.411" v I rnmmosm'rrc CONTROL or AUTOMOBILE E can: FUEL George M. Holley and Claude S. Kegerreiabetroit, Mich assignors to Geo. M. and Earl Holley Engineering, Detroit, Mich.

Application June 9, 1932, Serial No. 616,278 Renewed September 18, 1935 7 Claims.

The object of this invention is to provide thei mostatic means for- I (a) Priming the engine on starting. (b) Providing the extra fuel required after starting during the warming up period.

(c) Economizing fuel when the water jacket temperature rises to normal. I

The problem is to avoid flooding the engine in hot weather and yet to always have sufficient fuel so that the engine can be started and driven without any manual adjustment of either the choke valve or of the needle valve which controls the Description Figure 1 shows the device in elevation applied to an automobile engine having the usual radiator and cooling fan. Figure2 shows in cross section elevation the device, taken on plane -2-2 of Figure 5, with parts somewhat distorted so as to show clearly the relation of the various parts. The upper part of this figure corresponds to the section on plane 2-2 of Fig. 5. The lower portion to the section e Figure 5 shows a sectional plan view taken on plane 5-5 of Figure 2. 4

In the figures, is the air entrance, 2 is the mixture chamber of Venturi form, 3 is the fuel nozzle discharging therein. An air vented well 4is provided to which air is admitted through a perforated tube 5, the inside of this tube 5 being in restricted communication with the atmosphere. This well 4 is fed through a restricted opening 6 which is controlled bya needle valve 1 contained in chamber 61 (see Figs. land 2) which is controlled by the thermostat 8, consisting of flexible bellows containing liquid, which liquid coinmunicates thru a pipe 68, with a heat responsive element 9 which is located in water outlet 5| which leads from cylinder 55 to the radiator 50 (see Figure 1)'.

A low speed passage ID with outlets II and I2 is shown, these outlets being controlled by throttle l3 in a well known manner. This is simply a diagrammatic illustration as the specific low speed passage forms no part of the invention and is merely intended to indicate the normal means for operating an engine after the thermostatic elements have ceased to-function.

Continuing with the description of Figure 2, a starting by-pass I4 is provided into which fuel discharges from an outlet I5. I

This passage I4 is controlled by valve l6 located on end of shaft l8, which is connected to a piston IS. The piston engages with spring 20 and slides into cylinder 2|; this cylinder 2| communicates through an angular opening 22 (through which passes the rod l8 in Fig. 2) with the inlet manitold 23 (see Figure 1)..

. In order to" retain the valve IS in place so that it may act promptly, a cotter pin I1 is provided,

. which limits the opening of valve IS.

The fuel nozzle I5 is fed by an air vented well 59 into which dips the tube 58. Fuel flows into this well past the needle valve 31, which is mounted on the flexiblediaphragm 36. Valve 3'! is provided with a round head 35 which engages with cam 33, which cam 33 is controlled by the action of the thermostat 29, to whichit is connected by p the levers and links 28, 3| and 32. This cam 33 is mounted on a bracket 34 which projects from the inlet manifold 23. A thermostat 29 is mounted on a bracket 30 projecting from the exhaust manifold 60. This thermostat 29 is also connected by links 23, 3| and 32, with the exhaust control valve 25, which is located in the exhaust manifold 60, an exhaust passage 39 communicating with exhaust outlet 53.

The particular valve and heat control is in itself no part of the invention, as it is copied from Petit Patent #1,818,2'70 and from the co-pending United States application #398,593, Meinzinger Patent 2,005,869 filed March 14, 1932.

In Figure 3 is shown a passage 4|, corresponding to passage l4 of Figure 2. This passage 4| communicates with the air entrance I and the mixture outlet'through 42 on the engine side of the throttle valve l3. This passage 4| is controlled by 46 which is a projection on the end of the throttle shaft 45.

This projection or extension 44 is provided with a relieved portion so as to form a valve which opens at a faster rate' than throttle l3, Fig. 4. This passage 4| is supplied with fuel from a nozzle 43 which is fed from an air vented well 6| into which dips a perforated tube 62, which tube communicates with the atmosphere, through a restricted opening.

The fiow of fuel to this is controlled by a shaft, is mounted on the bracket 34, which ex- I tends from the inlet manifold 23. This cam shaft is operated by links 3| and 32, connected with the thermostat 39. Cams 50 and 33 are mounted on the same shaft, Fig. 5.

. -to lift the valve l6 off itsseat and thus opens the passage l4: (Figure 2) so that H isin direct communication with the inlet manifold 23 on the engine side of the throttle l3. With the throttle l3 closed a rich mixture is formed in the passage l4, as the air drawn down draws fuel from the outlet l5 supplied by the air vented well 59. If the engine is cold, the thermostat 29 'moves cam 33 in the passage which allows maximum fuel to flow by needle valve 31 into well 59, The moment the engine'fires, however,

' the piston. iii to move up instantly and so close the passage l4 by means of valve l6, sothat the nozzle l5 will cease to discharge fuel. The fuel flow out of i5 is therefore only available dining actually fires, and then only when the engine is cold enough to permit valve 31 to be open.

In Figure 3 the rich mixture formed in passage 4| is progressively" admitted during the initial throttle shaft 45, The richness of the mixture provided by the nozzle 43 discharging into the passage 4| is controlled by the cam 50. which engages needle valve 41 and this cam 50 is controlled by the thermostat 29. When the engine isin normal running operation and the tempera- 40 lows 8, which is connected. through pipe 68 to heating element 9, which is located in outlet 5| which water outlet leads to radiator 58. 'This unit functions as a thermostatic mixture control throughout t e whole time the engine runs.

It is thus s n that the three thermostatic controls are applied .to the engine-first, the needle valve 81 whose function is to prhne the engine before it fires; second, valve 41 to control the amount of fuel needed during the warming-up 50 period; and third, elements 8 and'9 controlling the fuel during normal operation 'of the engine. Finally, there is a thermostatic control ofthe amount of heat applied to the inlet manifold, this thermostat being subjected to the draft from the fan, air flowing through the radiator; and also the temperature of the exhaust jacketaround the inlet manifold. As stated above, this particular. thermostatic control of the mixture temperature is not in" itself an invention, but is a combination of co-pending applications, Serial No. 502,134- Litle Patent 1,940,628; Serial No. 598,593-'-Meinzinger Patent 2,005,869; and Petit Patent 1,818,270.

0n the other'hand, the control of the priming 65 mixture and the warming up mixture by the temperature of 1. The exhaust manifold, 2. The inlet manifold, 3. The cooling radiator,

. 7o 4. The air under the hood,

' by the thermostat 29, so locatedthat it responds to these four temperatures andalso to the time factor, is the essentialfeature of our invention,

What we claim is:

a vacuum is built up in the cylinder 2|, causing 'the starting of the engine and before the engine opening of the throttle valve l3 by reason of the. contour of the extension 44 von the end of the 1. In a carburetor for internalcombustion en- 2,074,471 .1 glne having the usual mixing chamber, a main fuel nozzle, mixture outlet and throttle valve therein, a thermostatically controlled means for introducing an additional rich mixture into the mixture outlet only during the starting period until the engine fires, similar thermostatic means for controlling'the admission of a rich mixture into the mixture outlet after the engine has fired during the initial opening of the throttle but only until such time as the engine shall have warmed up, and additional thermostatic means for controlling the flow through the main fuel nozzle during normal operation of the engine.

2. The combination with a liquid cooled internal combustionengine having the usual radiator,

of. a cooling fan therefor operated bythe engine, an inlet manifold, an exhaust manifold, an exhaust jacket for a portion of said lnlet'manifold, a thermostatic device located on the outside of the said exhaust jacket and subjected to the draft from said cooling fan, a priming device adapted to supply a supplemental rich mixture direct to saidinlet manifold before the engine fires, an enrichening device adapted to supply a. supplemental rich mixture direct to said inlet manifold until the thermostatic, device reaches a certain temperature, and means interconnecting both said priming and enricheningdevices with said thermostatic device.

3. In a carburetor for an internal combustion engine having the usual mixingchamber, a main fuel nozzle, mixture outlet and throttle valve therein, priming means comprising an air passage communicating with the mixture outlet on the'engine side of said throttla a fuel nozzle discharging therein, a valve controlling the outlet from said passage, means for closing said valve by the depression in the mixture outlet, and thermostatic means for controlling the fuel flow to said nozzle.

4. In a carburetor for an internal combustion engine having the usual mixture chamber, a main fuel nozzle, and mixture outlet and throttle valve therein, warming up ,means comprising an air passage communicating with the mixture outlet on the engine side of said throttle, a fuel nozzle discharging therein, a valve controlling the outlet from said passage, means interconnecting said valve-with said throttle, and thermostatic means for controlling the fuel flow to said nozzle.

5. In a carburetor for an internal combustion engine having the usual mixture chamber, a main fuel nozzle, and mixture outlet and throttle valve therein, double priming means comprising two being controlled by the depression in the mixture outlet.

6- The combination with a liquid cooled internal combustion engine having the usual radiator, of a cooling fan therefor operated by the engine,

- an inlet manifold, an exhaust manifold, an exhaust jacket for a portion-of said inlet manifold,

a thermostatic device located on the outside of the said exhaust jacket and subjected to the draft from said cooling fan, said device controlling the admission of exhaust gases to said jacket, a priming device adapted to supply a supplemental rich mixtu 're direct to said inlet manifold before the engine fires, an enrichening device adapted to supp y a supplemental rich mixture direct to said inlet manifold until the thermostatic device reaches a certain temperature, and means interconnecting both said priming and enrichening devices with said thermostatic device.

7. Starting means for an internal combustion engine having an intake manifold, a carburetor, a throttle control therefor, manual means for manipulating the throttle, a mixture by-pass around said throttle having a fuel entrance there-- 10 to, comprising-means responsive to intake manifold pressure for decreasing the mixture flow throughsaid by-pass around said throttle when the pressure in the inlet manifold falls below a predetermined figure and for 'permitting an increased flow when the pressure rises, and thermostatic means for-controlling the mixture ratio of the starting mixture supply.

GEORGE M.- HOLLEY. CLAUDE s. KEGERREIS. 

